DB series ET 26
| DB series ET 26 (DB series 426) |
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|---|---|
 DB ET 26 001 on March 23, 1959 in Munich Hbf
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| Numbering: | ET 26 001 - 26 004 |
| Number: | 4th |
| Manufacturer: | Wegmann & Co. (car part conversion), BBC Mannheim (electrical equipment) |
| Axis formula : | Bo'2 '+ 2'2' |
| Genre : | BD4 + AB4 |
| Gauge : | 1435 mm ( standard gauge ) |
| Length over buffers: | 37.33 m |
| Service mass: | 77.0 t |
| Top speed: | 120 km / h |
| Hourly output : | 580 kW (at 84 km / h) |
| Continuous output : | 435 kW |
| Starting tractive effort: | 27 kN |
| Power system : | 15 kV 16 2/3 Hz AC |
| Power transmission: | Overhead line |
| Number of traction motors: | 4th |
| Seats: | ET 45 2nd class,
ES 37 2nd class + 16 1st class |
| Particularities: | Information applies to ET 26 002; the other trains sometimes had slightly different dimensions |
The Deutsche Bundesbahn had four multiple units, some of which came from the Berlin S-Bahn and some from the Peenemünder Schnellbahn . They were later used as direct current trains on the Isar Valley Railway and were then converted for alternating current operation with 15 kV / 16 2/3 Hz. Each of these units consisted of a railcar and a closely coupled control car .
- ET / ES 26 001 ex ET / ES 182 11 - Post-war new building Wegmann Kassel
- ET / ES 26 002 ex ET / ES 182 01 ex Trw / Stw ?? - Peenemünder Schnellbahnwagen
- ET / ES 26 003 ex ET / ES 182 21 ex ET / EB ex ET / EB 165 636 - Berlin S-Bahn
- ET / ES 26 004 ex ET / ES 182 12 - Post-war new building Wegmann Kassel
Mission history
Peenemünde factory railway
The German Wehrmacht built the Zinnowitz – Peenemünde railway line and electrified it with 1200 volts DC for traffic between the experimental series production facility at the Peenemünde Army Research Center and a planned large housing estate for 16,000 residents . It received 15 two-part multiple units (so-called quarter trains, Trw / Stw 01-15), which were similar to the 1939 S-Bahn Berlin (ET / EB 167 081-211) in the wagon construction part and the Siemens subway car in the electrical part for Buenos Aires (1500 volts DC voltage) were based. For the power supply, all cars received a pantograph each. From the beginning, the trains were - as was customary during the war - equipped with anti-glare caps on the headlights and a separate camouflage headlight.
A third of the 30 vehicles were destroyed in a bombing raid on the night of August 17-18, 1943 (four quarter trains and two control cars). During the refurbishment and any painting, the vehicles were painted gray instead of beige-red because no other color was available.
After the end of the Second World War, seven units (14 wagons) were sent to the Soviet Union as reparations (four of them presumably directly from the island of Usedom and three units that were found in the area of the Reich Railway Directorate in Erfurt). In 1952/53 the vehicles were returned to the S-Bahn Berlin and initially classified there as ET / EB 167 286-292 in the DR series ET 167 , but still referred to internally as Peenemünder . In the mid-1960s, the Schöneweide Reichsbahn repair shop re-equipped the control cars with a driver's cab facility and classified the trains as ET / ES 166 054-060.
At the end of the war, there were another four Peenemünder S-Bahn cars, some of which were badly damaged, in the Schöneweide Reichsbahn repair shop, the Trw / Stw 05, Trw 02 quarter train and a motorcar with unknown numbers (initially classified as EB 167 242, 243, 284, 285).
Use on the Isar Valley Railway
One after the war in the Reichsbahndirektion Nuremberg in Bavaria found dead Multiple Unit (presumably Trw / Stw 01) Peenemünder industrial railway in 1946 after changing the electric voltage of 1200 volts to 750 volts and at first only minor adjustments to the local conditions of the Munich Isartalbahn adopted and used as ET / ES 182 01 on the Munich Isartalbahnhof - Höllriegelskreuth - Grünwald route. During a renovation in 1950 at Wegmann & Co. in Kassel, the Scharfenberg coupling was replaced by the usual pulling and pushing device (normal buffer and screw coupling ) and the electrical switching device was adapted to the Hamburg S-Bahn series ET 171. For operation on the Bavarian line, some doors were removed from the express train cars and additional windows were installed in the side walls. (Drawing Fte 418.01. BZA Munich, incorrectly designated there as C4 ET / ES-37)
In 1949 the German Federal Railroad (Bundesbahn-Zentralamt München) had two more multiple units built for the Isar Valley Railway. The two quarter trains ET / ES 182 11 and 12 were manufactured by the Wegmann company in Kassel from four attached sidecar frames of the Berlin design 1941 (EB 167 212–283, partially delivered from 1943 to 1944), which had not been completely delivered due to the destruction of Kassel ( Railcar complete, but 22 Wegmann sidecars were missing).
In 1950 the Berlin S-Bahn train ET / EB 165 636 was converted to the ET / ES 182 21 for the Isar Valley Railway (see ex-Peenemünder). During the Second World War, this train was with a Dutch wagon construction company and was supposed to be repaired for Berlin. At the end of the war he was found in the Reich Railway Directorate in Cologne.
All "new buildings" received the standard pulling and pushing devices from the start.
In 1955, the Isar Valley Railway was converted by the Deutsche Bundesbahn to 15,000 V and 16 2/3 Hertz , which meant that the trains were no longer used.
Conversion to alternating current
Because of the relatively young age of direct current vehicles, the Deutsche Bundesbahn wanted to continue using the trains and in 1956 had Wegmann and BBC Mannheim convert the vehicles for alternating current operation (15,000 volts 16 2/3 Hertz). To a larger motor bogie of the new design "München-Kassel" with two traction motors from stock and reserve of of BBC Buchliantrieb on nose-suspended drive converted ET 11 01 To use the railcars at the cab end had to be largely rebuilt, which only by a cranked sills (Floor increased by 200 millimeters and carriage extended by 1100 millimeters) was possible. The speed could be increased to 120 km / h. A multi-release air brake was also installed. The control was changed so that the railcars could be driven in a train set with railcars of the DR series ET 25 . A first-class compartment and sanitary facilities were added. The external appearance of the railcar changed significantly.
In 1968 the series designation was changed to series 426 (railcars) and 826.6 (control cars) (not to be confused with series 426 of the Deutsche Bahn AG ).
The railcars were first used in Munich and stationed at the Munich Hbf . From 1972 to 1978 the railcars were located in the Koblenz-Mosel depot . They mainly drove the route to Neuwied . In 1978 the vehicles were taken out of service in Koblenz.
Whereabouts
The former Peenemünder multiple unit 426 002/826 602 came after decommissioning to the group of the Bahnsozialwerk Garmisch-Partenkirchen and remained there. Due to the lack of space in the local depot , the train, especially the control car, fell into disrepair. In 2004 it was given to the Historisch-Technische Museum in Peenemünde on loan from the DB Museum in Nuremberg, transferred by rail to Usedom and extensively restored in Peenemünde. The railcar was mainly painted in the colors of the delivery condition from 1942 (red and beige), which, however, are unsuitable due to the condition of the DB conversion (the HTM at that time justified it with a very narrow interpretation of the Monument Protection Act in Mecklenburg-Western Pomerania). Only a few places on the wagons have been preserved in the wine-red paintwork of the Bundesbahn era (including the emblem of the DB and the wagon number).
The railcar can be viewed as an exhibit in the outdoor area. In one half of the railcar there is a documentation about the works and its passengers as well as the history of the railcar (which reflects an outdated state of research; see literature sources Rundköpfe and Kuhlmann).
literature
- Carl W. Schmiedeke, Maik Müller, Mathias Hiller: The elegant round heads - trains of the Berlin S-Bahn , GVE-Verlag, Berlin, 2003, ISBN 3-89218-477-1
- Bäzold / Rampp / Tietze: Electric railcars German railways , Alba Düsseldorf 1997, ISBN 3-87094-169-3
- DB regulations for operating the ET / ES 26 multiple unit train
- Bernd Kuhlmann: Peenemünde - The missile center and its industrial railway. GVE, Berlin 2012, ISBN 978-3-89218-100-2